Such a strategy could include daytime visitor parking permits for a fee.

The board’s Legislation Committee Thursday night will continue a public hearing on the alders’ resolution requiring that it approve parking plans before zoning decisions are made each time a lot within an institution’s overall parking plan is proposed for development.

Officials from these institutions testified that they have a surplus of spaces within these annually updated plans and it is not within their purview to take action against workers who may opt to park on a city street.

The city now has 16 residential parking zones that cover portions of streets where residents, for a $20 annual fee, can get a sticker to park there.

Economic Development Administrator Matthew Nemerson said the process of applying for permits for residential zones should be made easier.

He and Doug Hausladen, who heads the city Department of Transportation, Traffic and Parking, feel institutional parkers and visitors can be charged for using city streets during the day, with that revenue used to offset the cost of residential parking permits.

As an example, Nemerson said there are a number of people who every day park on Huntington Street where he lives and then take the Yale shuttle, which stops nearby, to work.

Keeping cars off the road by encouraging use of a shuttle is a good thing, Nemerson said, but those visitors to the university or who work there could be charged a fee.

“What we are willing to do is drop the annual permit fee for residents. In exchange we will create what most other university communities have done around the country in cities and that is create a daytime visitor parking permit,” Nemerson said.

He said the neighbors would have to sign off on it, but portions of streets would be set aside for an institutional parking permit during certain hours.

The city is proposing setting up a working group with the alders on a plan to use better technology on enforcing residential parking zones and broadening use of transportation demand management to employers beyond the university and hospital.

Hausladen’s department has sought an additional 1.5 workers to help enforce residential parking zones that will preserve spaces for residents who now complain workers who come into the city on daily basis shut them out.

He said technology around parking and traffic is changing drastically.

“Our streets are our assets. We should put our asset to work — organize a system where people buy daytime parking,” Hausladen said.

Until the idea of car-less households becomes a reality, Hausladen said there is a need for more parking controls.

“Properly priced parking is important to the life of a city,” he said.

Any discussion on this should address coordinating the many shuttles running in the city and also find a place outside the major traffic zones where there would be parking for workers, who would then take vans into downtown.

Hausladen in his 2014 report on residential parking zones recommended creating a variety of non-resident permits, such as: special event parking; working permits for contractors, property managers and service companies and special exception permits for churches and others that do not have the ability to provide parking for their workers and guests.